EP4244428A1

EP4244428A1 - Bridge-laying vehicle

Info

Publication number: EP4244428A1
Application number: EP21819719.2A
Authority: EP
Inventors: Manfred Schuhmann; Wolfgang Stoiber
Original assignee: Krauss Maffei Wegmann GmbH and Co KG
Current assignee: Knds Deutschland & Co Kg GmbH
Priority date: 2020-11-11
Filing date: 2021-11-11
Publication date: 2023-09-20
Anticipated expiration: 2041-11-11
Also published as: DE102020129687A1; EP4244428B1; WO2022100791A1; IL301863A; AU2021379006A1

Abstract

The invention relates to a bridge-laying vehicle (10), in particular a military bridge-laying vehicle, for transporting and laying a transportable bridge (1), having a chassis (2) which accommodates the vehicle crew and which has at least one access opening (2.1) on the top side thereof, and having a support arm (4) which, in a transport position (T) above the chassis (2), provides a first support region (A1) for supporting the bridge (1), wherein the support arm (4) at least partially covers at least one access opening (2.1) in the transport position (T), wherein the support arm (4) can swivel in relation to the chassis (2) about a vertical axis (V) from the transport position (T) into a release position (F) in which the support arm (4) does not cover the access opening (2.1).

Description

bridge-laying vehicle

The invention relates to a bridge-laying vehicle, in particular a military bridge-laying vehicle, for transporting and laying a transportable bridge, with a chassis that accommodates the vehicle crew and has at least one access opening on its upper side, and with a support arm that, in a transport position, has a first support area above the chassis for supporting the bridge, and wherein the support arm at least partially covers at least one access opening in the transport position.

Corresponding bridge-laying vehicles are used in particular in the military field and are used to transport bridges transport and then to lay them largely independently at the appropriate laying location. Portable bridges are typically used when a bridge is only needed to cross an obstacle, such as a river or ditch, for a specific period of time. The bridge can be transported to its place of use by means of the bridge-laying vehicle and laid there accordingly. As soon as the bridge is no longer needed, it can be loaded back onto the bridge-laying vehicle and transported to the next site.

Corresponding bridge-laying vehicles generally have a chassis which represents the actual base body of the vehicle and in which both the vehicle crew and the drive units of the vehicle can be accommodated. Especially in the military field, the chassis is usually armored all around against ballistic fire, which is why these vehicles are also referred to as bridge-laying armored vehicles. In order to get into or out of the vehicle, to enable hatch driving or to enable access to the drive components of the vehicle, various access openings are often arranged on the top of the chassis, ie basically in the roof area.

Since the bridges to be transported are often quite long and sometimes longer than the chassis itself, it is usually necessary to support them with respect to the chassis via one, often also several, support areas arranged above the chassis. A support arm can be provided for support, which can provide a support area above the chassis, so that the bridge then basically rests on the vehicle. When the support arm is in a transport position, it is able to pick up or support the bridge. However, it can happen that the access openings are at least partially covered by the support arm, so that they cannot be opened or can only be opened in a limited area and the accessibility of the chassis as a whole is restricted by the support arm.

Proceeding from this, the invention sets itself the task of specifying a bridge-laying vehicle which ensures improved accessibility of the chassis.

In a bridge-laying vehicle of the type mentioned above, this task is solved in that the support arm can be pivoted relative to the chassis from the transport position about a vertical axis into a release position in which the support arm no longer covers the access opening.

Due to the possibility of pivoting the support arm laterally, it can be moved from the transport position, in which the access openings are partially covered and blocked, into a release position, in which the access opening or openings are not covered or only covered to a lesser extent or are blocked. In the release position, the accessibility to the access openings and thus also to the chassis as a whole is improved.

Covering the access openings in the transport position does not necessarily mean that the support arm is arranged directly above the access openings in this position, but rather that it reduces accessibility. In this respect, the support arm can also be arranged next to the access openings and nevertheless reduce accessibility, for example if it blocks or narrows the path to the access openings. Provision can be made for the support arm to be pivotable about the vertical axis only when no bridge is being transported. Because it is usually necessary to transport a bridge to spend the support arm in the transport position. Since the bridge blocks or impedes access to the access openings anyway, it is not necessary to pivot the support arm accordingly even if a bridge is being transported anyway. The support arm can be designed in such a way that it can only be pivoted when no bridge is being transported.

With regard to the transport position, it has proven to be advantageous if the support arm extends in the direction of the longitudinal axis of the chassis in this position. This goes hand in hand with the fact that the bridge is usually also transported in the longitudinal direction on the vehicle, since the vehicle is usually significantly longer than it is wide and vehicle stability can therefore be ensured. Furthermore, the appropriate arrangement of the support arm can ensure that the weight forces of the bridge are distributed as evenly as possible in the chassis. It is advantageous if the support arm extends in the transport position in the direction of the front of the vehicle.

Furthermore, it has proven to be advantageous if the bridge-laying vehicle has a laying arm for laying the bridge, which arm provides a second support area for the bridge above the chassis. In this respect, the bridge can be mounted both on the support arm and on the laying arm, which ensures reliable support. In addition to supporting or transporting the bridge, the laying arm can also be used to lay the bridge. With the laying arm, the bridge can be pushed forward, e.g. over the obstacle to be crossed, and placed on the other side. The laying arm can be arranged in the rear edge area of the chassis, so that the bridge can be laid backwards during laying, i.e. from the direction of the support arm and against the direction of travel of the vehicle. Due to this arrangement, the laying arm does not have the problem that it could impair the accessibility of access openings. Furthermore, it is of course also possible for the laying arm to be arranged at the front end of the chassis in order to lay the bridge forward, ie in the direction of travel.

According to an advantageous development, it has turned out to be advantageous if the two support areas lie in one line in the transport position. This configuration ensures that the bridge is supported by distributing the load both to the support arm and to the laying arm. The corresponding line can be arranged along the longitudinal axis of the vehicle or extend parallel to it, so that the bridge rests centrally on the vehicle. This is particularly important for vehicle stability when cornering.

With regard to the mobility of the support arm, it has proven to be advantageous if the support arm can be rotated about the vertical axis relative to the laying arm. Since the laying arm is arranged in the edge area of the vehicle, there is no risk that parts of the chassis and access openings will be covered and obstructed. It is therefore also sufficient if the support arm can be pivoted accordingly. The mobility of the support arm relative to the laying arm can ensure that access openings are no longer covered by a pivoting movement about the vertical axis and accessibility is improved in this respect. It is therefore also advantageous if the support arm is decoupled from the laying arm and the support arm can be pivoted about the vertical axis independently of the laying arm. According to a development of the invention, the laying arm can be designed to be stationary in the horizontal direction. In this respect, the laying arm cannot be rotated about a corresponding vertical axis. Concomitantly, such pivotal movement is not required as the placement arm does not block or cover any access openings. Nevertheless, the laying arm can be rotated about one or also about several horizontal axes of rotation and in this respect can be tilted downwards. Such a tilting movement can be necessary to set down the bridge during the laying process or facilitate the laying process. Furthermore, the laying arm can also be linearly movable, in particular in the direction of the longitudinal axis of the vehicle. Such a linear movement can also simplify the laying process.

With regard to the access openings, it has proven to be advantageous if the access opening is designed as an engine cover, a driver's hatch, an air inlet, a storage space cover or an assembly hatch. The access opening can be opened outwards so that in the transport position the support arm may prevent it from opening fully. The engine cover can cover the engine and the drive components, so that the engine cover has to be at least partially removed or folded up for installation and maintenance work. The crew can enter or exit the vehicle via the driver's hatch. Driving over the hatch, in which the driver puts his head through the corresponding hatch in order to observe the surroundings directly, can also be possible. The air intake may include a filter that filters the air directed to the vehicle's powertrain components. The air intake can also be integrated into the engine cover. The storage space cover can close a storage space in which items of equipment can be accommodated. The assembly hatch can allow access to other components of the vehicle, for example for assembly or maintenance purposes. It is also advantageous if the chassis has a number of access openings. The access openings may be located side by side at the top of the chassis. It is also advantageous if the access openings are located in the front area of the chassis.

In a further development of the invention, it has been found to be advantageous if the support arm can be rotated about the vertical axis in both directions, starting from the transport position, for selectively releasing at least one of the access openings. This allows for selective exposure of the various access ports. For example, the support arm can be arranged in a release position in such a way that the driver's hatch, but not the engine cover, is released, but rather it continues to be covered. In another release position, the support arm can then correspondingly cover the engine cover, but release the driver's hatch. In this respect, several release positions can exist and one or more specific access openings can not be covered in each release position. Furthermore, this configuration also means that the support arm only has to be pivoted in a comparatively small angular range. As a rule, it is sufficient if only the access opening to which access is currently required is released. However, in certain release positions, the support arm can also release access to all access openings.

Furthermore, it has proven to be advantageous if the support arm is arranged on the upper side of the chassis. This allows the support arm to pivot about the vertical axis in a large angular range, so that the contour of the chassis does not impede the pivoting movement of the support arm as far as possible.

According to an advantageous embodiment, it is provided that the support arm is connected at one end to the chassis via a horizontal joint is. A vertical axis of rotation for the support arm can be provided via the horizontal joint, so that it can be correspondingly pivoted out of the transport position into the pivoted release positions. The arrangement at one end of the support arm means that the support arm can be pivoted about the vertical axis in the manner of a cantilever. A corresponding horizontal joint only allows a pivoting movement about a vertical axis. Other pivoting or rotating movements are not possible with such a joint, so that the support arm can only be rotated about the vertical axis.

In order to ensure reliable power transmission, it has proven to be advantageous if the horizontal joint has two pin bearings arranged concentrically to one another, for example in the form of retaining lugs, through which a pivot pin of the support arm can extend. In this respect, the pivot bolt can be accommodated in a rotatably movable manner between the two bolt bearings. Two bolt lengths have proven advantageous with regard to reliable power and torque transmission. Depending on the forces to be expected, only one pin bearing can also be provided.

In terms of construction, it is proposed that the horizontal joint be connected to the chassis, in particular the upper side of the chassis, via two retaining struts. In particular, lateral forces can be absorbed by the two retaining struts and introduced into the chassis. In this respect, they ensure reliable support of the bridge relative to the chassis. The retaining struts can both be connected to the pin bearing or bearings, in particular welded, so that the acting forces and moments can be introduced into the corresponding retaining struts via the horizontal joint. With regard to the orientation of the support arm in the transport position, it has proven to be advantageous if it extends from the vertical axis in the direction of the front of the chassis in the transport position. In this respect, the support arm can support the front area of the bridge relative to the chassis in the transport position. The front area of the bridge refers to the bridge area that is located above the front of the chassis. The rear bridge area can be supported by the laying arm. The vertical axis may extend through the center portion of the chassis so that the support arm may extend from the center portion to the front portion.

Furthermore, it has proven to be advantageous if the second support area at least partially projects beyond the rear of the chassis. This enables the transport of large bridges, so that they can also be longer than the chassis and protrude beyond the chassis to the rear. The laying arm and thus also the second support area can protrude backwards over the chassis in the longitudinal direction of the vehicle.

In a further development of the invention, it is proposed that the first support area at least partially overhangs the front of the chassis. In this respect, the bridge can also protrude forwards in relation to the chassis and can nevertheless be reliably supported. However, it is also possible that the first support area does not project and is therefore arranged above the front of the chassis. In this configuration, too, the bridge can nonetheless protrude forwards over the chassis. The bridge can overhang the chassis both to the rear and to the front. Furthermore, it is advantageous if the two support areas are as far apart from one another as possible, since reliable support of the bridge can be ensured in this way. With regard to the configuration of the support arm, it has proven to be advantageous if it has two support arm sections which are connected to one another at an angle. This configuration allows the chassis contour to swing over when the support arm is pivoted about the vertical axis. For example, this configuration allows viewing dormers, corner mirrors or attachments arranged in particular on the upper side of the chassis to be pivoted over. The first support arm section can be connected to the horizontal joint and extend obliquely upwards. The second support arm section can extend obliquely downwards, so that the support arm is thus raised in the middle compared to the end regions.

According to an advantageous development, it is proposed that the support arm has a boom at the front end that can be pivoted about a horizontal axis. The first support area can be moved up and down via the pivotable boom, and in this respect the bridge can also be balanced. The cantilever also leads to an extension of the support arm. Furthermore, the cantilever allows adaptation to different bridges or to different types of bridges. The boom can be moved via a hydraulic drive, but alternatively or additionally also via an electric and/or pneumatic drive. For example, to pivot the boom, a hydraulic cylinder may be connected at one end to the boom and at the other end to a support arm portion.

With regard to the boom, it has proven to be advantageous if the first support area is arranged on the boom. The height of the support area relative to the chassis and thus also the corresponding height and alignment of the bridge in the transport position relative to the chassis can thus be varied via the boom. In a structural development of the support arm, it is proposed that the support arm be designed in the shape of a fork. This enables better force distribution and ensures stabilization of the bridge. The support arm is advantageously designed in the form of a fork in the front area.

In order to ensure reliable support, it is provided according to a further advantageous embodiment that the support arm can be supported on the chassis via support struts. The support struts ensure that compressive forces in particular are introduced from the support arm into the chassis. In addition to the horizontal joint, the support struts thus ensure a further connection or a further support point of the support arm to the vehicle. Two support struts are advantageously provided, which are connected to the front area of the support arm. The support struts are advantageously connected to the support arm in the area of the connection to the boom.

The support struts can be arranged at an angle to one another, so that the two support struts and the surface of the chassis enclose an isosceles triangle between the two connection points of the support struts with the chassis. As a result, the supports can not only absorb the weight of the bridge, but also to a certain extent horizontal forces. The support struts can be detachably connected to the support arm so that they can be easily removed when the support arm is to be pivoted about the vertical axis. However, the support struts can also be connected in an articulated manner to the support arm and, if this is to be pivoted from the transport position into a release position, folded into or onto the support arm.

To connect the support struts to the chassis, it has proven to be advantageous if the chassis interfaces to the connection with the support struts. The interfaces can allow a quick connection, but also a quick disassembly or quick release of the support struts. In this respect, the support struts can be releasably connected to the corresponding interfaces. Advantageously, the interfaces are those that the chassis has anyway, and in this respect they function as multi-purpose interfaces. The interfaces can be, for example, towing eyes.

With regard to the movement of the support arm, it has proven to be advantageous if it can be pivoted manually. This enables the support arm to be pivoted very easily without having to rely on an additional energy supply. The support arm can thus be transferred manually from the transport position into a release position and back into the transport position. In the simplest case, the support arm can be moved accordingly simply by a compressive or tensile force on the support arm itself.

According to an advantageous development of the invention, however, a drive for rotating the support arm is proposed. The drive can be a manual drive, but it is also possible for it to be an electric, hydraulic or pneumatic drive. Electrical, hydraulic or pneumatic drives can be operated from the protected interior or remotely, which in this respect leads to increased protection, especially when used in military areas. In contrast, a manual drive has a simpler design and is therefore less susceptible to errors and more intuitive to use.

With regard to the drive, it has turned out to be advantageous if it includes a length-adjustable drive spindle which is connected to the support arm on one side and to the chassis on the other side. the is. The length of the drive spindle can be changed manually, for example by rotating a rod, so that the support arm can then also be pivoted to that extent. However, it is also possible to lengthen or shorten the length of the drive spindle automatically, for example by means of an electric motor or a hydraulic motor. Advantageously, the drive spindle is detachably connected to the support arm and/or to the chassis. This allows the spindle to be unhooked, e.g. for quick pivoting of the support arm by hand. The drive spindle can be articulated to the support arm and articulated to the chassis, particularly the top of the chassis.

With regard to the drive spindle, it has also proven to be advantageous if it is connected to the support arm at an angle. Due to this configuration, a torque can be applied to the support arm via a change in length of the spindle, so that it is then pivoted about the vertical axis. The connection point between the drive screw and the support arm is spaced from the horizontal joint. The angle between the support arm and the drive spindle can specify the maximum pivoting movement of the support arm, since it can only be pivoted in one direction until the drive spindle is aligned parallel to the support arm. In this respect, it is also possible to prevent the drive spindle from being extended too far.

Furthermore, it is proposed that the support arm, starting from the transport position, be pivoted in one direction when the drive spindle is lengthened, and pivoted correspondingly in the other direction when it is shortened from the transport position. Depending on which access opening is to be cleared, the drive spindle can thus either be lengthened or shortened and the support arm can be pivoted either clockwise or counterclockwise accordingly. Furthermore, with regard to the positioning of the support arm, it is proposed that a positioning rod be provided for positioning the support arm in the transport position. The positioning rod enables easy positioning of the transport position. The positioning rod can have a fixed length and can be connected to the chassis on one side and to the support arm on the other side. The positioning bar can be detachably connected to the chassis and/or the support arm, and the length can be such that the positioning bar can only be connected to both the chassis and the support arm in the transport position. Before the support arm can be pivoted about the vertical axis, the positioning rod must first be removed or at least one end of the positioning rod must be unhooked. For the connection, both the chassis, in particular the upper side of the chassis, and the support arm can have a connection point for the positioning rod.

With regard to the design of the bridge-laying vehicle, it has proven to be advantageous if it has a travel module and a bridge-laying module arranged on the travel module. This configuration ensures a very adaptable vehicle. The support arm and/or the laying arm can be part of the bridge laying module. The access openings can be part of the driving module. The bridge-laying module can rest on the driving module in the manner of a container and in this respect form the rear part of the vehicle. The driving module and the bridge-laying module can be detachably connected to one another so that they can be easily exchanged for other modules.

Further details and advantages of the invention will be explained in more detail below with reference to an exemplary embodiment shown in the drawings. show: 1 shows a side view of a bridge-laying vehicle with a transportable bridge arranged thereon;

2a-2c show different views of a bridge-laying vehicle with a support arm in the transport position;

3a-3c show different views of a bridge-laying vehicle with a support arm in a first release position;

4a-4c show different views of a bridge-laying vehicle with a support arm in a second release position;

5a-5c show different views of a bridge-laying vehicle with a support arm in a third release position;

6 shows a detailed view of a drive spindle.

1 shows a military bridge-laying vehicle 10 in a schematic side view. This vehicle 10 is both able to transport a transportable bridge 1 and to move it at the installation site. So that the bridge 1 rests as stably as possible on the bridge-laying vehicle 10 and can be transported safely, two support areas A1, A2 are provided, the first support area A1 being the front area of the bridge 1 and the second support area A2 being the rear area of the bridge 1 opposite the vehicle 10 can support. The rear, second support area A2 is arranged on a laying arm 3, which is shown purely schematically in FIG. The bridge 1 can not only be supported on the vehicle 10 via this laying arm 3, but the laying arm 3 also serves to cross the bridge 1 over the to advance crossing obstacle and to relocate the bridge 1 accordingly.

The obstacle to be crossed can be a river, for example. The vehicle 10 is first driven to the river bank with its rear area, so that the laying arm 3 points in the direction of the river. In a next step, the bridge 1 is then pushed backwards by the laying arm 3 against the direction of travel and finally deposited on the opposite bank of the river by a tilting movement of the laying arm 3 and thus laid. After the end on this side has also been placed on the ground, the river can then be crossed using bridge 1. On the other side of the river, the bridge 1 can then basically be transported back onto the vehicle 10 in the reverse order and transported to the next place of use.

The front support area A1 is arranged on a support arm 4, which will be described in more detail below with regard to FIGS. 2a to 2c. In FIGS. 2a to 2c, the bridge 1, the laying arm 3 and also a boom 7, which will be described in more detail below, are not shown.

As can be seen, the support arm 4 extends essentially from the middle area of the vehicle 10 to the front area and is arranged centrally so that the weight of the bridge 1 can be distributed as evenly as possible on the vehicle 10 . As a result, the first support area A1, which can be seen in FIG. 1, is at a large distance from the second support area A2, which also ensures good force distribution.

The vehicle 10 has a chassis 2 which basically represents the main body of the vehicle 10 and includes the crew and also the drive components of the vehicle 10 . As is the case, for example, in Fig. 2a, the chassis 2 has some access openings 2.1 on its upper side in the front area. The foremost access opening 2.1, which extends across the width of the vehicle, is the engine compartment cover; the engine and the essential drive components of the vehicle 10 are thus arranged below this. From the perspective of the vehicle 10, an air inlet is arranged on the left-hand side above the engine room cover, which is covered with an access opening 2.1 in the form of a grid. On the other side of the vehicle 10 or on the other side of the support arm 4, as can be seen in FIG. 2c, a further access opening 2.1 can be seen. This is a driver's hatch that can be used both for entering and exiting the vehicle 10 and for driving over the hatch.

2c also shows that the support arm 4 partially covers the various access openings 2.1, which means that these cannot be opened or that access to the access openings 2.1 is made more difficult overall. This can also be seen from the side view according to FIG. 2b. This is because the distance between the surface of the chassis 2 and the underside of the support arm 4 is not large enough to open the various access openings 2.1 or the generally pivotable closing elements of the access openings 2.1.

So that the corresponding access openings 2.1 can be opened despite the support arm 4, the support arm 4 can be pivoted sideways back and forth from the transport position T shown in FIGS. 2a to 2c about the vertical axis V that can be seen in FIG. 2b and intersects the longitudinal axis of the vehicle will. In these different release positions F, access to the different access openings 2.1 is then released. In the various release positions F, however, the two support areas A1 and A2 are no longer in a line or the first support area A1 of the support arm 4 is no longer parallel to the vehicle longitudinal axis, which is why the support arm 4 can only be pivoted from the transport position T into a release position F for selectively releasing at least one access opening 2.1 if no bridge 1 is arranged on the vehicle 10.

In order to move the support arm 4 from the transport position T into the first release position F shown in FIGS. 3a to 3c, the support arm 4 is connected to the top of the chassis 2 via a horizontal joint 5. The horizontal joint 5 only enables a pivoting movement of the support arm 4 in the horizontal direction and can in this respect, for example in the vertical direction, also transmit forces from the support arm 4 to the chassis 2 . In terms of construction, the horizontal joint 5 has two parallel and concentrically arranged pin bearings 5.1 which together form the vertical axis V and through which a corresponding pin of the support arm 4 extends. The bolt of the support arm 4 is thus rotatably mounted in the two bolt bearings 5.1 and the support arm 4 can thus be pivoted back and forth via the horizontal joint 5.

Since the bridge 1 has a very high weight, correspondingly large forces must also be introduced from the support arm 4 via the horizontal joint 5 onto or into the chassis 2 . To strengthen the connection, the horizontal joint 5 is therefore firmly connected to the top of the chassis 2 via two retaining struts 6 . The retaining struts 6 can be welded to the top of the chassis and to the horizontal joint 5, so that they significantly increase stability.

Furthermore, two support struts 8 are provided for absorbing, in particular, the weight of the bridge 1, which can be seen in FIGS. 1 and 2a to 2c. These support struts 8 are detachably connected to the front area of the support arm 4 on one side and to the chassis 2 on the other side. The chassis 2 has in the front area on the top te two towing eyes 11, via which the support struts 8 can be detachably connected to the chassis 2. As can be seen, for example, from FIG. 1, the force or the weight of the bridge 1 can be introduced into the chassis 2 at three points, namely in the rear part through the laying arm 3, in the middle part through the horizontal joint 5 and in the front area by the two support struts 8. As can be seen in particular in FIG. 2c, the two support struts 8 enclose a triangle with the upper side of the chassis 2, so that the support struts 8 can also absorb horizontal forces, at least to a certain extent , as they occur, for example, when cornering.

Although the outrigger 7 is not shown in FIGS. 2a to 2c, a comparison with FIG. 1 shows that the support struts 8 engage in the area of the outrigger 7. The interfaces that can be seen, for example, in FIG. 2b in the front area of the support arm 4 are used accordingly for mounting the boom 7 and a drive unit in order to pivot the boom 7 about a horizontal axis. In this respect, the support area A1 can also be adjusted in height to a certain extent via the boom 7 .

As can also be seen in Fig. 2b, the support arm 4 has two sections, namely a first support arm section 4.1, which is connected to the horizontal joint 5, and a second support arm section 4.2, which is connected on one side to the first support arm section 4.1 and is connected to the boom 7 and to the support struts 8 on the other.

Furthermore, the two support arm sections 4.1, 4.2 are connected to one another at an angle, which allows the chassis contour to pivot over or prevents a collision. The second support arm section 4.2 is designed in the shape of a fork, as can be seen, for example, in FIG. 2a or 2c. The front end of the support arm section 4.2 is therefore wider, which also A wider support area A1 and thus better stability.

Before the support arm 4 can be pivoted from the transport position T about the vertical axis V into a release position F to release the access openings 2.1, the support struts 8 must first be removed. Due to the detachable connection of the support struts 8 to both the chassis 2 and the support arm 4, this can easily be done by hand. In order to swivel the support arm 4, a drive with a drive spindle 9 is provided, which can be seen in the top views of FIGS. 2c, 3c and 4c. This drive spindle 9 can also be seen in the enlarged representation of FIG.

The drive spindle 9 is articulated on one side to the chassis 2 or to the top of the chassis 2 and on the other side to the support arm 4 or to the first support arm section 4.1. The drive spindle 9 is at an angle to the support arm 4 and at a certain distance from the vertical axis V, so that the support arm 4 can be moved back and forth by changing the length of the drive spindle 9 . A corresponding change in length can be accomplished comparatively easily by hand by rotating or twisting the ends of the drive spindle 9 against one another. However, electric, hydraulic or pneumatic drives can also be present in order to lengthen or shorten the drive spindle 9 accordingly.

When the drive spindle 9 is shortened, the support arm 4 pivots clockwise to the position shown in Figs. 3a to 3c. In this release position F, the support arm 4 has been pivoted about the vertical axis by approximately 30 degrees. As can be seen in particular in FIG. 3c, the support arm 4 no longer covers the access opening 2.1 designed as an air inlet, so that it is now easily accessible and without impairment can be opened or closed. However, the other two access openings 2.1 continue to be covered by the support arm 4 and are therefore blocked.

So that unrestricted access to the access opening 2.1 designed as a machine room cover is also made possible, the support arm 4 must be pivoted further in the clockwise direction. For this purpose, the drive spindle 9 is shortened even further, starting from the position shown in FIGS. 3a to 3c. This release position F can be seen in FIGS. 4a to 4c. In this release position F, the support arm 4 is pivoted by approximately 60 degrees relative to the transport position T, and the drive spindle 9 has been shortened by a total of approximately 40% for this purpose. In this position, the support arm 4 protrudes laterally clearly beyond the chassis 2, which means that it no longer covers the wide engine compartment cover and thus in this release position F two of the three access openings 2.1 are now released. The access opening 2.1 designed as a driver's hatch is, however, still blocked by the support arm 4.

To release the driver's hatch, the support arm 4 can now be pivoted in the opposite direction. This position can be seen in FIGS. 5a to 5c. Starting from the transport position T, the support arm 4 was pivoted counterclockwise by approximately 30 degrees and the length of the drive spindle 9 is approximately 10% greater than in the transport position T. In this release position F, the engine compartment cover and the air inlet are now covered and blocked to this extent, but the driver's hatch is released. In this release position F, the drive spindle 9 then extends parallel to the support arm 4 or is in contact with the support arm 4 . In this respect, a further pivoting movement is then not possible, so that the drive spindle 9 also ensures that the corresponding pivoting angle is limited. through the pivoting the support arm 4 in different directions, the access openings 2.1 can thus be selectively released.

A positioning rod 9.1 is provided, which is detachably connected to the chassis 2 on one side and detachably connected to the support arm 4 on the other side, so that the support arm 4 can be moved back to the transport position T easily, starting from the release positions F . The positioning rod 9.1 can be seen, for example, in FIG. 2c. In contrast to the drive spindle 9, the positioning rod 9.1 has a fixed length and can therefore only be connected to the chassis 2 and the support arm 4 when this is in the transport position T and is thus aligned parallel to the longitudinal axis of the vehicle.

The chassis 2 has on its upper side a connection point for the positioning rod 9.1, which can be seen, for example, in FIG. 3c. A corresponding connection point is arranged on the support arm 4 so that the distance between these two connection points changes when the support arm 4 is pivoted about the vertical axis V. Only in the transport position T does the distance correspond exactly to the length of the positioning rod 9.1, so that the positioning rod 9.1 can also only be connected to the chassis 2 and the support arm 4 in the transport position T according to FIG. 2c. The transport position T, in which the first support area A1 is arranged together with the second support area A2 in a line parallel to the longitudinal axis of the vehicle, can thus be reliably found with the aid of the positioning rod 9.1. References:

1 bridge

2 chassis

2.1 Access Opening

3 laying arm

4 support arm

4.1 Support Arm Section

4.2 Support Arm Section

5 horizontal joint

5.1 Pin bearing

6 retaining strut

7 outriggers

8 support brace

9 drive spindle

9.1 Positioning rod

10 bridge-laying vehicle

11 towing eye

A1 first support area

A2 second support area

V vertical axis

T transport position

F release position

Claims

24 patent claims:

1. Bridge-laying vehicle, in particular a military bridge-laying vehicle, for transporting and laying a transportable bridge (1) with a chassis (2) that accommodates the vehicle crew and has at least one access opening (2.1) on its upper side, and with a support arm (4) that in a transport position (T) above the chassis (2) provides a first support area (A1) for supporting the bridge (1), the support arm (4) covering at least one access opening (2.1) in the transport position (T) at least partially, d a d u r c h ge k e n n z e i c h n e t that the support arm (4) can be pivoted relative to the chassis (2) from the transport position (T) about a vertical axis (V) into a release position (F) in which the support arm (4) does not cover the access opening (2.1).

2. Bridge-laying vehicle according to claim 1, characterized by a laying arm (3) for laying the bridge (1), which provides a second support area (A2) for the bridge (1) above the chassis (2).

3. Bridge-laying vehicle according to claim 2, characterized in that the support arm (4) relative to the laying arm (3) about the vertical axis (V) is pivotable.

4. Bridge-laying vehicle according to one of the preceding claims, characterized in that the support arm (4) for selectively releasing at least one of the access openings (2.1) starting from the transport position (T) can be pivoted about the vertical axis (V) in both directions. Bridge-laying vehicle according to one of the preceding claims, characterized in that the support arm (4) is connected at one end to the chassis (2) via a horizontal joint (5). Bridge-laying vehicle according to one of the preceding claims, characterized in that in the transport position (T) the support arm (4) extends from the vertical axis (V) in the direction of the chassis front. Bridge-laying vehicle according to one of the preceding claims, characterized in that the first support area (A1) at least partially has an overhang in relation to the chassis front. Bridge-laying vehicle according to one of the preceding claims, characterized in that the support arm (4) has two support arm sections (4.1, 4.2) which are connected to one another at an angle. Bridge-laying vehicle according to one of the preceding claims, characterized in that the support arm (4) has at the front end a boom (7) which can be pivoted about a horizontal axis. Bridge-laying vehicle according to one of the preceding claims, characterized in that the support arm (4) can be braced against the chassis (2) via support struts (8). Bridge-laying vehicle according to one of the preceding claims, characterized by a drive for rotating the support arm (4). Bridge-laying vehicle according to Claim 11, characterized in that the drive comprises a length-adjustable drive spindle (9) which is connected to the support arm (4) on one side and to the chassis (2) on the other side. Bridge-laying vehicle according to Claim 12, characterized in that the drive spindle (9) is designed in such a way that, starting from the transport position (T), the support arm (4) pivots in one direction when the drive spindle (9) is lengthened and out of the transport position when it is shortened (T) is pivoted accordingly in the other direction. Bridge-laying vehicle according to one of the preceding claims, characterized by a positioning rod (9.1) for positioning the support arm (4) in the transport position (T). Bridge-laying vehicle according to one of the preceding claims, characterized by a travel module and a bridge-laying module arranged on the travel module.